VA-Vol-28-No-11-Nov-2000

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VJN.TAGE AIRPL~~ยง STRAIGHT AND LEVEL

2 VAA NEWS 4

AEROMAIU H.G. Frautschy

5

THIRTY FIVE YEARS AT THE OUTER MARKER! Dutch Redfield

9 THE FINAL TOUCHDOWNI Dutch Redfield 10 THE COUPE HOMECOMING CONVENTIONI Bob Swanson

13 FIRST REMOVE THE MOUSE DROPPINGSI Budd Davisson

17 TYPE CLUB NOTESI H.G. Frautschy 19 AIRVENTURE FUN

AT THE VElTEiBLUST SEAPLANE BASEl Norm Petersen

24

MYSTERY PLANEI H.G. Frautschy

26 PASS IT TO BUCK! Buck Hilbert 27 WELCOME NEW MEMBERS 29 CALENDAR/CLASSIFIEDS

www.vintageaircraft.org

Publisher

TOM POBEREZNY

Editor-ill-Chief

scon SPANGLER

Executive Director, Editor

HENRY G. FRAUTSCHY

Executive Editor

MIKE DIFRISCO

COlltributing Editors

JOHN UNDERWOOD

BUDD DAVISSON

Art/Photo Layout

BETH BLANCK

Photography Staff

JIM KOEPNICK

LEEANN ABRAMS

MARK SCHAIBLE

Advertisillg/Editorial Assistalll

ISABELLE WISKE SEE PAGE 31 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION I NFORMATIOI

ST

LEV L

by ESPIE "BUTCH" JOYCE

PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

Where has the time gone this year? It seems as though we just started the fly-in season with Sun 'n Fun, and now we're winding down. Either way, the colder temperatures and falling leaves have the effect of giving us reason to pause and look back at the past year. Given the dire predictions we were presented with before New Year's day last year, I'd have to say that the year 2000 has been a very positive experience. Norma and I have enjoyed meeting with many fellow avi­ ation enthusiasts throughout the year. We've been pretty busy, too! Norma has been active as she works to keep the costs for Vintage airplane insurance rates as low as possible. The industry is still in a state of flux, as mergers and consoli­ dations between insurance underwriters continue to affect the type of businesses they're willing to keep "in their books." On my side of the fence, I've been busy with my business interests as well. I've been very involved in recreational avia­ tion too. During the past two years I've served as the president of EAA Chapter 8, meeting with my fellow EAAers at least once a month. Many years ago, back in the late 1960s, I was president of this same chapter. Back then, it was nearly an all males group. We'd meet at night at someone's home or shop, and kibitz over their latest project. Back then, you were certain to see a scratch-built homebuilt or one per­ haps, if they were really ambitious, a one-of-a-kind project. There was one more aspect to flying that my good friend Dick Austin pestered me about. He kept dragging me off to see old airplane parts, and meet with old airplane people. Guess what? I was hooked. In 1969, at the Gastonia, North Carolina fly­ in, I bought my first antique airplane, a 1936 Monocoupe. I haven't been the same ever since! A Cub, Luscombe, Waco UPF-7 and a few others have been in my hangar at one time or another, and I've enjoyed them all, and I've especially en­ joyed the people whom I've met during my association with older airplanes. Now our little chapter, that used to have 15 members, boasts a roster of nearly 120 people, and most of them are in­ volved in vintage aviation. It's still fun! During the fall here in the southeast USA, almost every weekend there's plenty of flying action. In September, we went to Ocracoke Island, one of the barrier islands of the Outer Banks of North Carolina. Travelling with a group of Chapter and Shiloh Pilots Association members, you can fly and then walk to almost anywhere on the island you desire.

The food and beaches are great! Unlike the northern portion of the Outer Banks, a major portion of the sand south of Nags Head is national seashore, so there is little development of the area. You can stand on the beach, look north and south, and all you will see is sand and water. How wonderful. Pull out your map and take a look-if you're looking for a re­ laxing flying vacation, you may find it very enjoyable. Next we were off for a weekend of fun in Darlington, South Carolina at the annual VAA Chapter 3 Fly-In. One of the special treats at this gathering was the guest speaker. EM Founder and Chairman of the Board Paul Poberezny was our guest of honor. This gathering is a very laid back event, with a lot of sitting under the wings talking airplanes and giving buddy rides. On Friday night there was a pig pickin' at the airport, and breakfast clubs on Saturday and Sunday. We had the dinner catered on Saturday night, after which Paul gave his talk, which everyone enjoyed. Then it was time for the awards, and Norma and I were happily shocked when our names were announced as the winners of the Contemporary Grand Champion trophy with our 1964 Baron. What a surprise! While we were sitting under the wing of the Baron on Sat­ urday afternoon, Paul was visiting with the group. At one pOint he turned to me and remarked that the laid back, fun spirit the Chapter 3 fly-in had was just right. On Sunday morning I had the pleasure of flying Paul to Columbia, South Carolina for his airline connection. The next weekend found us at Ridgeway, Virginia for the Chapter fly-In, Breakfast, and Pig-Pickin'. This is just a Saturday event, but it draws a number of people and airplanes. After one more week, we traveled to Tullahoma, Tennessee for the Beech Party. All Beech manufactured aircraft owned by mem­ bers of the organizations affiliated with the Museum are welcome at this event, which is sponsored by the Stagger­ wing Club, Staggerwing Foundation, the Twin Beech Club, and other related organizations. I first showed up at this gath­ ering in a Staggerwing "D" model in 1973. It's been great to go back to Tullahoma each year. One of the best aspects of being involved in aviation are the relationships with your fellow aviators. There really is a benefit to belonging to a group of individuals who have a common set of goals and interests. Within your circle of friends, ask those who are not yet Vintage Aircraft Associa­ tion members to join us. Lets all pull in the same direction for the good of aviation. Remember we are better together. Join us and have it all! ...... VINTAGE AIRPLANE

1

VAANEWS

compiled by H.G. Frautschy EAA TAKES STAND ON BEL L 47 EMERGENCY AD

EAA has asked the Federal Avia­ tion Administration (FAA) to withdraw its Emergency Airworthi­ ness Directive (AD) on Bell 47 helicopters, specifically the aircraft's rotor blade grips, that was issued on August 31,2000. EAA made the withdrawal request after its own research, verified by in­ dependent sources and Bell Helicopter Textron, determined the AD was not justified and would ef­ fectively ground all Bell 47s in the

THE COVERS FRONT COVER.. . Jack Arthur of Des Moines, Iowa is "Couping" in his 1961 Forney Fornair F-1A Execta, one of 25 air­ planes built to the Ercoupe type certificate by Air Products, Inc. of Carlsbad, New Mexico. Jack removed a phenomenal amount of mouse nests and other material from the air­ frame as he began an extensive restoration. When built by Air Products, the -A model of the F-1 featured rudder pedals, a$100 option. One of the many airplanes now included in the VAA's Contemporary judging category (which now encompasses aircraft built 1955 through 1965), the F-1A is agreat example of how a number of classic airplanes had many ver­ sions that gave them a long production life. EAA photo by Mark Schaible, shot with a Canon EOS1 n equipped with an 80-220 mm lens on 100 ASA Fuji Provia slide film. EM Cessna 210 photo plane flown by Bruce Moore. BACK COVER. ..Waiting Quietly at the Vette Seaplane Base dock is abeautiful Piper PA-12 mounted on a set of Edo 2000 floats, and sporting afancy yellow paint scheme by noted restorer Chuck Andreas of Neenah, Wisconsin . The brightly colored PA-12 is owned by Dave Zawistowski of Eagle River, Wisconsin, and is powered with a 150 Lycoming 0-320 and has flaps and an increase in gross weight, up to 1935 Ibs. The pretty floatplane has won several trophies for its owner. EM photo by Mark Godfrey. 2 NOVEMBER 2000

United States without cause. The he­ licopters, built in the 1950s and '60s, are still widely used in a variety of aviation functions including service­ for-hire operations, and some are well-kept personal rotorcraft. IIFAA's issuance of an Emergency AD in this case is definitely an over­ reaction," said Earl Lawrence, EAA Vice President of Government Pro­ grams. IIUsing FAA's own guidelines, the risk factor for this aircraft falls below the minimum needed to issue an emergency AD. The one and only accident report available over the past 25 years that involved Bell 47 rotor blade grips did not request in­ creased disassembly and inspection of those components. EAA feels that if an Airworthiness Directive is nec­ essary, it should be a standard AD that can be included with the regu­ lar maintenance these aircraft receive. II EAA also took issue with data used to support FAA's emergency AD is­ suance. The data from Australian aviation authorities is available to the general public only through a Freedom of Information Act request. The level of secrecy regarding this data casts suspicions over FAA ' s process to determine the emergency AD's necessity, as well as the inabil­ ity for input from Bell Textron and Bell 47 owners and operators. FAA issued the AD based on re­ ports that in its opinion, future cracks in the blade grip assembly

would not be adequately found through maintenance procedures adopted in 1978. This study was completed without technical input from the helicopter's manufacturer, Bell 47 owners/operators or any users' coalition or association. There have been no Bell 47 helicopter acci­ dents or incidents in the U.S. caused by blade grip failure. EAA became interested in the is­ sue because the Bell 47 qualifies as both a vintage and warbird aircraft. In evaluating AD's issued against air­ craft in which our members have an interest we now apply FAA's new risk-factor guidelines which were un­ veiled this past summer. These gUidelines are designed to include the widest possible input as ADs were developed. In this case, the data disclosed that the total risk fac­ tor fell well below the level necessary for issuance of an Emergency AD. The total risk factor placed the Bell 47 rotor blade grip situation within FAA's IIUrgent Safety of Flight Situa­ tion" or "Final Rule AD with comments" category. While proper precautions should be taken with aircraft that fall into this category, it is not urgent enough to force Bell 47 operators to schedule additional maintenance checks, especially with­ out manufacturer support and direction. "Bell Textron has already strongly disagreed with FAA's action , " Lawrence said. "In fact, the Emer­ gency AD would effectively ground all Bell 47s in the United States, since there are not enough parts to support maintenance required by the Emergency AD. This grounding would actually be detrimental to flight safety, since it would take valuable time away from pilot in­ struction and recurrency training." EAA has recommended that the FAA postpone final action until the agency can work with Bell Textron and Bell 47 users to determine the extent of any problem and the n e­ cessity of an AD . If an AD is necessary, it can then be published as a Standard AD in the Federal Reg­

ister and supported with Bell Tex­ tron maintenance bulletins. Additional information, includ­ ing EAA's letter to the FAA Aircraft Certification Service and charts out­ lining the risk factor using FAA guidelines, are available at the EAA website: www.eaa.org. EAA AIRVENTURE DATES

As a reminder, here are the dates for EAA AirVenture, which will now take place from Tuesday through Monday each summer. 200l-July 24-30 2002-July 23-29 2003-July 29-August 4 2004-July 27-August 2 2005-July 26-August 1 If you'd like to see more on this past summer's event or are plan­ ning ahead for 2001's AirVenture, be sure to visit your EAA Conven­ tion and Fly-In website at: www. airventure.org. EAA SOUTHWEST REGIONAL FLY-IN DATES

After holding its fly-in in October for the past several years, the Board of Directors for the EAA Southwest Regional Fly-In (SWRFI) has ap­ proved a change in dates to late September, beginning in 2001. The fly-in, held at Abilene Re­ gional Airport, will now be held on the fourth weekend of September. Those dates are similar to the sched­ ule in earlier years, including when the event was held in Kerrville, Texas. The change means SWRFI will be held September 21-22, 2001 in Abilene. SWRFI also set its schedule through 2005, so aviation enthusi­ asts can better plan their attendance at the event. Those dates include: 2002-Sept. 27-28 2003-Sept. 26-27 2004-Sept. 24-25 2005-Sept. 23-24 For more information regarding Abilene, including local accommo­

dations, contact the Abilene Con­ vention and Visitors Bureau at 800-747 -4700. 27TH ANNUAL MIDWEST GENERAL AVIATION MAINTENANCE SEMINAR

Lewis University, in conjunction with the Illinois Department of Transportation and the FAA, will host the General Aviation Mainte­ nance Seminar, February 21-22, 2001. The free seminar offers train­ ing, exhibits and demonstrations in the latest maintenance practices. It offers technicians, managers and flight operations personnel the op­ portunity to update their training and view the latest products in the field. The training classes meet the annual inspection authorization re­ newal requirements established by the FAA. Four sessions will be offered each hour on both days, with breaks to give the participants time to visit with the exhibitors. AERONCA 1 5AC TYPE CERTIFICATE SOLD

For those of you who remember the Aeronca 15AC Sedan, and those who still own one of these classic ex­ amples of post WW-II aviation, take heart. The original engineering data, drawings, etc. (sans the Aeronca name and logo) have become avail­ able on an unrestricted basis to Burl's Aircraft Rebuild, LLC. According to Burl Rogers, owners can look for­ ward to new manufacture of replacement parts for anything they need for the 15AC Sedan. He'll also have STC'd 180 Lycoming conver­ sion kits, which will include a fiberglass cowling, engine mount,

throttle and mixture bracket, and modified baffle with air scoop for the oil cooler. If you need parts, op­ erating and service manuals, or have any comments or questions, contact Burl at Burl's Aircraft Rebuild, LLC, PO Box 671487, Chugiak, AK 99567­ 1487,907/688-3715, toll free in the U.S. 877/688-3715 or on the web at www.burlsaircraft.com. HARTZELL PROP STC FOR CESSNA 170

Hartzell has announced they now have an STC for their two-blade 80 inch diameter prop for the Cessna 170 and 170B that have been con­ verted to use the 180 hp Lycoming 0-360 engine with a constant speed prop. The prop is approved for both landplane and seaplane use. The full kit from Hartzell includes the two­ bladed prop, a required harmonic damper, polished spinner and the STC documents. It retails for $7,595. If you already have a prop, the STC kit cost is $2,495. Citing improved climb and cruise performance, Hartzell also notes the conversion

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eliminates the restricted arc on the tachometer present when a 76 inch constant-speed prop is used. For more information, contact Hartzell at 800/942-7767 or 937/778­ 5726, or visit their web site at: www.hartzellprop.com. VINTAGE AIRPLANE 3

Consolidated Fleetster Show a picture of this airplane (below) to a group of old-time aviation buffs, and the background rumble of identification will be : IILockheed," or IILockheed VEGA!" Which it ain't! Over the past decades I've done considerable research and writing on this IILockheed Vega look-alike, " and published individual histories of the less-than-thirt y of these planes, built by Consolidated in Buffalo, New York. Of the six Fleetsters of the 20A Model, built for TWA in 1932, and flown with mail, freight, and occasional passengers until 1936, one is of particular interest. It is: Consolidated Fleetster 20A, SIN 3, Registration number 13210 On January 25, 1939 , this airplane was sold to Essair, Inc. of Dallas, Texas. Essair was the first of a new group of IIfeeder" airlines, authorized in January 1939 to begin an experimental passenger and express service

from Houston to Amarillo, Texas, via Abilene. This lasted only until July. Essair eventually began full service over the route on August I , 1945, using three Lockheed L.I0 Electras. The following year it became ... Pioneer Air Lines. My questions are: During the brief original service by Essair, was the Consolidated Fleetster put to flying on the line, and considered an airliner? Your help and/or commentary will be much appreCiated. Richard S. Allen 831A Stewart Avenue Lewiston, ID 83501-4713 Thanks Dutch Dear Captain Redfield, Since joining the Vintage section of the EAA over a year ago, I can't tell you how much I look forward to Thirty Five Years at the Outer Marker in each edition. It stays in its cover until I get a quiet time to read and absorb it without any interruptions! I was about to write to the editor to

see if a could get yo ur address to write to yo u, when it appeared recently. I guess a lot of people were thinking the same way. When I've finished with Vintage, it goes over the fence to my neighbor (another 747-400 Captain) then to a few others, just for Thirty Five

Years. Thanks again for taking the trouble to write your memoirs. Yours faithfully, Lloyd G. Shepherd Qantas Airlines We 've received a number of similar notes and E-mail comments about the excerpts form Dutch's first book. This month, we publish the final article in the series, as well as a touching postscript from the Captain. We can only echo your kind words when we write, "Dutch, Thanks for sharing so much of the color and feelings that went along with aviation as it grew up during your decades long ca reer. Three cheers for Holland "D utch " Red fi eld! "-H .G. Frautschy ......

Consolidated Fleetster 20A

4 NOVEMBER 2000

•

I

att

- lye ears

Outer Marker Final Excerpt

Practicing the Real Thing and The Airman's Sky hortly after the Boeing Stra­ tocruiser was put into service in the early 1950s, Pan American took delivery on the very first flight simulator in the airline industry. Thus began many years and many thousands of hours of pilot training and pilot checking utilizing these computerized electronic devices that are incapable of flight. Simulator units are custom-built with each one very carefully tailored to exactly duplicate the cockpit con­ figuration of the aircraft types that are operated by many airlines of the world, and few of them are alike. An airline generally maintains a simula­ tor for each aircraft type flown, a simulator for the Douglas DC-lO per­

S

haps, another for the Boeing 747, an­ other for the Boeing 727, etc., with each simulator cockpit exactly and completely configured as are the air­ line's own airplanes. A simulator today costs approxi­ mately five million dollars (Editor's

note: Dutch wrote this in 1980. The price is a bit more today!), with sophis­ ticated computers, powerful cockpit motion systems that duplicate most of the motions encountered in flight itself, as well as computer-generated visual systems that can display through the windshields a good many of the more important simu­ lated visions of flight. When a training crew steps onto the flight deck of a simulator, for all

appearances it is exactly the same as stepping through the crew entrance door and into the cockpit of the air­ craft itself. The cockpit interiors, the color schemes, the panels, controls, switches, lighting, the instruments and radios of flight and navigation, the controls and gauges of the en­ gines, the hydraulics, the electrical systems, all duplicate and respond with great fidelity, and even sound, to the indications that would be ap­ parent in all phases of flight, even the tire squeal upon touchdown. The airlines utilize simulator train­ ing because many, many dollars can be saved, especially when crews are transitioning onto a new airplane type being introduced into an air-

by Holland IIDutch" Redfield VINTAGE AIRPLANE 5

line's fleet, thus averting many hours of expensive training on the aircraft itself. Following completion of transition training in a simula­ tor, when pilots finally do get to fly the new airplane they have the treme ndous advantage of being totally familiar with operating procedures and being totally finger-wise in the cockpit. Thus they can devote full and undivided attention to mastering any differing tech­ niques that may be involved in flight itself. Yet, simulation is not, and never will be, the complete an­ swer because despite very sophisticated control systems, motion systems and visual sys­ tems, and despite the fact that simulators are considered "fly­ able" and may even appear to fly well to some people, something has always been missing. The simulator in a large room is bolted to a concrete floor and there really is no airplane wing actually parting the molecules of flight, nor is the movem ent of cockpit controls actually deflecting control surfaces into flowing airstreams, thus feeding back to the pilot important pressures and feels. And their motion systems are greatly limited and lack fidelity in duplicating and transmitting to the pilot's backside authentic and very, very important fee l cues of flight for proper aircraft control. Blinking computers, whirling tape reels and meticulously programmed data all try to do an effective job of signaling motion systems and con­ trol feel systems. Despite th e simulator's electronic sophistication, the vital cues of flight itself simply are not there, and never will be. Something is missing and all airmen sense it and many are frustrated, only a few are not. Following an FAA required simula­ tor check ride it has disturbed me to sign my name to documents attest­ ing that the pilot being checked could, in fact, fly an airplane and

Despite the simulators

involved working closely to­ gether, results in consistently good all-around industry airmanship. It has been a unique oppor­ tunity to be able to watch and study such a large group of pilots, with observations being made at a time when they are operating under the stress of strict and very comprehensive pilot checks, with their hair down, so to speak. It has taken a long time to sort out the few pilots with the qualities of what I, at least, associate with outstanding airmanship. What is it that makes these people something special? • Always a mature, under­ standing, thoughtful-of-others person with an unmistakable aura of professionalism. • A complete recognition of the necessity for operating by the book, with a thorough knowledge of, and concurrence with, book philoso­ phies. • When under great pressures, an ability to sort out options, and with minimal deliberation, select the best one. • Far-ahead thinking and far­ ahead planning, always with complete sharing of information with other crew members. • Quick establishment of crew un­ derstanding and crew teamwork in the handling of situations, whether covered by the book, or not. • A cat-like ability to somehow al­ ways land on their feet, flying out of unforeseen and difficult operating conditions unscathed and as if noth­ ing out of the ordinary had ever happened.

electronic sophistication,

the vital cues of flight itself simply are not there, and

6 NOVEMBER 2000

never wi /I be. that I considered he was competent to do so for another six months. It disturbed me because I simply did not know. In the simulator all con­ cerned are very much aware that no one is going to get hurt no matter what happens. Unfortunately all concerned go home wondering if th ey really can do it, or not, when the time really comes. Pan American has had as many as 3,000 pilot crew members on its pay­ roll at one time. With crew transfers from one division to another, off base training aSSignments and the like, it has been my fortune, at one time or anoth er, to have shared a cockpit with a good many of these men. As a result, and sooner or later, a person involved in training is bound to form some opinions on what may, or may not, be norms of airmanship. The average, or above average, air­ man without a doubt makes up the roster of most airlines, this because both the airline companies and the FAA establish and require confor­ mance to strict competency standards. This, along with the equally concerned cooperation of the pilot aSSOCiations, and with all

Roger F. Duncan, in his book East­ ward, the story of a sailing trip down the Maine coast in his lovely Friend­ ship sloop, has the following to say: "When you contemplate the run from Passamaquoddy to Saint John by your fireplace at home, you somehow don 't see yourself standing on the bowsprit, bounced and whirled about in a choking

thick fog by a cresting chop-listening with one ear for the foghorn on the light and with the other for the whistle-all the time getting set by the tide in a di­ rection and at a speed at which you can at best only guess. As the poet Philip Booth long ago said, 'The chart is not the sea. No indeed, liThe chart is not the sea." This writer has been a sailor for quite a few years and like many oth­ ers, this I have learned the hard way. Long ago it was discovered that the momentary enjoyment of a carefully plotted position on a beautiful, but very often thoroughly soaked nauti­ cal chart, has never caused a whistling wet wind to diminish, en­ veloping fog to dissipate, or smoothed the foam-crested, bearded following seas that endeavor to bury the stern. No, the chart is not the sea, and similarly, neither are the airman's air charts the sky, nor is the airman's sky the blue. The airman's sky, like the sea, has great fluidity and power­ ful current flows and boiling tide rips, and whirlpools and tidal shears, and fogs, and ice, and at very high altitudes and around the world stretch river-like streams of fast-mov­ ing air with velocities in excess of 200 mph. Where these high cur­ rents border on surrounding air there will be powerful shear effects that cause great boiling unseen eddies that can punish an airplane and its crew for fatiguing hours. Great storms can cover half of the nation with 30,000 to 40,000 feet of deep, dense clouds with their wet lower fringes touching the ground. To the airman there is no escape from their enveloping dark mists that endeavor for hour after hour to smother his airplane with their wetness, their gloom, their stratas of shifting air, and stratas of performance-damaging tempera­ tures, their icy mists freezing to the vital foils of flight, and impact tubes, and intakes. Imbedded in the vast cloud cover can lurk powerful thunderstorms with energies of bottled-up nuclear III

bombs and ominous foreboding blackish-green skies. Sometimes there is no out and the airman must drive through. Shoulder harness and crotch straps snap into place and are snugged. Engine and airfoil heat is switched on. One pilot, in­ tent at the controls and his instruments, the other, peering head down at the radarscope, gives left steers and right steers to the other in an effort to circumnavigate the heavy rain reflected echoes ahead while rain and hail pelt the cockpit with such intensity the crew are un­ able to make out one another's shouts. Blinding lightning flashes and deafening thunder crashes ex­ plode only a few feet outside their thin aluminum, glassed-in shell as violent currents of vertically rising and descending air severely buffet the airframe and twist and flex the wings and engine pylons. In sec­ onds, heavy hailstones may batter cockpit windows into screens of opaqueness and severely damage the leading edges of supporting air­ foils and vital engine intakes. A few airmen have brushed with river-like deluges which have some­ how quenched the tremendous roaring fires deep in the heart of the great engines. And, the airman's sky is not the blue on long, lonely descents through darkness, and wet clouds, and shifting winds, and turbulence, with circling, seemingly endless cir­ cling flight at a bustling terminal's outlying holding fix while approach delays, alternate airports, fuel re­ maining, diversions, passenger handling, are reviewed and decisions made over the radio with the com­ pany dispatcher far below, sipping cold, stale coffee at his cluttered desk in the nOisy dispatch office. During breaks in the cockpit, under tem­ porarily glaring chart lights, diversion fuel and endurance charts are referenced and frugal powers set on the engines while with a watch­ ful eye the flying and navigation of the other pilot is monitored. A glow from distant lightning causes a

glance outside. Around and around in the mo­ notonous holding patterns. Overhead the navigation fix ob­ scured on the rain-pelted ground far below. Then a reversing tum during which speed falls off due to the in­ creased drag of the prolonged turn, and altitude sags from the lift lost. Wings level, the sweep hand of panel clock is actuated and a 60-second run is flown, then another turn back to overhead the fix. Compensation must be made for a strong crosswind by crabbing flight, crabbing first one way, then the other. Around and around. Time passes. As night falls, the red and green navigation lights on the wings cast a glow in the glistening fog although the wing tips themselves cannot be seen. Beyond the cockpit there has been nothing to look at since the first dusting through of the cloud tops in the dusk as descent was stated into their depths at 28,000 feet. Concentration has had to be on the instruments of flight and navigation, with the outside viewed peripherally, the opaqueness out there being of no assistance to the control of flight. A special weather report is trans­ mitted to aircraft, big and small, holding at and descending toward terminal holding patterns. The weather has lifted slightly now being just at the minimums authorized for an approach. Our flight is given a revised expected approach clearance time of 10 minutes hence as another airplane holding 3,000 feet below is cleared to initiate its approach. Then we are cleared to descend to 2,000 feet and the cockpit comes alive from the monotony of the circular holding. But if clearance to begin our approach is not soon forthcom­ ing the lowering fuel gauges will take over and diversion will become an actuality rather than a contin­ gency plan and en route airways charts to the alternate airport are readied, in case. In a short while we are cleared and depart the holding pattern and VINTAGE AIRPLANE 7

.. .an occasional ground light can be seen drifting by

then the captain s and copilots glideslope needles

slip slowly toward their mid position ...

now track the ILS localizer course through the rain and cloud toward the unseen runway ahead. The slop­ ing glide path beam is stili far ahead and low level turbulence keeps the throttles and flight controls busy for speed and altitude control. Be­ low, an occasional ground light can be seen drifting by, then the cap­ tain's and copilot's glideslope needles slip slowly toward their mid position and the landing gear is ex­ tended as final descent to the runway is initiated. As the outer marker site, about five miles from the runway, is passed a light at each pilot's panel flashes a coded mes­ sage and also builds then quickly fades a signal in crew headsets; at the same time the direction finder needle which has been pointing to­ ward the outer marker swings to point behind as we fly by. Landing flap is extended and our flight be­ gins a slow descent down the gently inclined glideslope beam. Adrenaline flows and tension mounts as the few remaining items on the check lists are challenged and responded to. The first officer calls out, /I 500 feet," then immediately diverts his attention outside search­ ing the night mists for some ground visual cues. The captain, hard at work, remains head down with his hands and feet busy on the controls and throttles, concentrating, at a very critical part of the approach, on flight control, speed control, and precise tracking of localizer and glides lope, compensating for and correcting for surface turbulence and adjusting crab for the now-diminish­ ing but still buffeting winds. His vision is fixed on the bouncing, swaying needles before him as he nudges each of them back into place. S NOVEMBER 2000

Great concentration is required and he is tired. The flight departed Tokyo 14 hours ago. The windshield wipers are switched on by the flight engineer who is also monitoring the de­ scent, ready to make required call-outs should the first officer not do so. Now ahead through the rain-streaked windshield can be dimly seen the approach and strobe lights that lead to the as yet unseen runway. /1200 feet above minimums. 100 feet above minimums," then, /lRun­ way lights in sight!" The captain looks up from his instruments and the descent continues toward the lights of the dimly outlined run­ way, its evenly spaced edge lights glowing wet against the low level shifting mists and pelting rain. The first officer calls out /ISO feet," then /130 feet." Outside, the black rain­ soaked runway is difficult to make out through the rain-smeared wind­ shield and determination of vital geometric angles for judgment of the last few feet to the runway is difficult, but alignment with the runway is satisfactory and its rain­ soaked surface can't be more than a few feet further; then with a firm thump the plane is ground borne and rolling at a blistering 150 mph down the runway. Throttles are snapped closed and engine reverse controls grasped and actuated as speed brakes on the wings' upper surfaces automatically deploy, nUllifying lift and producing powerful aerodynamic braking. The engineer officer now closely moni­ tors engine rpms and temperatures while the first officer calls out de­ celerating airspeeds. As the plane slows to taxi speed the wheel brak­

ing system can be felt releasing and reapplying brakes as the wheel anti­ skid system senses tires skidding on the rubber coated, slippery pave­ ment. Finally the plane swings ponderously onto a runway clear­ ing taxi strip and the crew looks back to their left where the landing lights of a closely following airliner can be seen in the slanting rain, crossing the threshold of the run­ way just landed upon. Switches click as the flight engi­ neer completes his part of the after landing check list. The captain asks for flaps up and the panel indicators display their slow retraction into the wing. There is a sigh and tensions relax as changeover is made on ra­ dios to ground traffic control frequency where the flight is as­ signed its arrival gate. The plane is taxied to the ramp area in the pelt­ ing rain and the crew feel sorry for the ground assistant far below in his shining yellow slicker, directing them the final few feet to the gate with his lighted signal wands. No, the sky is not the blue. If you've enjoyed reading his memoirs of a career filled with avi­ ation, you'll want to read "The Airman's Sky Is Not The Blue," also written by Dutch. Many of these same stories, and a number of oth­ ers, are included. You can order it directly from him for $15.95 plus $2.50 shipping and handling. Send your check or money order in U.S. funds only to: Holland L. Redfield, P.O. Box 941, Cutchogue, NY 11935-0941. On the next page is Dutch's post­ script to the series of excerpts from his first book, Thirty-five Years at the Outer Marker, which we began run­ ning in June of 1999. ......

'/

•

by Holland "Dutch" Redfield

uring a lifetime in aviation, I have experienced only . one forced landing. It was not difficult. The dead-stick glide began at 3,000 feet. There were several suitable fields from which to choose. Things worked out nicely. Yet, I know that I have one more forced landing lurking and waiting for me out there. I believe at this stage of my life that I am prepared for it. Perhaps there will be warning, maybe not. Will there be time for me to plan a good approach to this final touchdown? Will it be a hasty, no power, no options, straight ahead steep descent to a walloping hard touchdown? Or, will it be a soft afternoon peaceful glide? Whatever, for this final glide I

D

ask only for an open cockpit, so I can, however briefly, savor for the last time the feels of flight, as bi­ plane wings forward of me exquisitely frame and record the slowly changing, tilting scenes as I maneuver and silently bank and glide onto what I have long known will be my very final approach. Please, no helmet, so old ears can best sense vital changes in speed, relayed through the lovely sounds of whistling interplane struts and wires, and so cheeks and bared head can best read changing airflows swirling behind the cock­ pit's tiny windshield. Below, in a forest of trees lies a grassy field long ago set aside for biplane flyers of old. It looks small, tiny. With lightly crossed aileron

and rudder I'll slip her a few inches over the fence. I'll level her off, then hold her off, with wheels skimming the grass tips. The lift of wings, the sounds of flight, rapidly diminish. With stick full back, lift fades, a slight tremor, then she and I are bumping and rolling across the beautifully sod­ ded field. The wooden propeller remains still. We roll to a stop. I have no belt to loosen. I raise goggles and slowly climb out. Suddenly there is applause, then bear hugs, and slaps on the back. "Hey, you old goat, you really slicked that one on!" I am with old friends. And then standing near, I spot beloved Helen. I yell to her. I ..... run to her.

The Coupe HOl11ecoming Convention

College Park, Maryland, June 30-July 3, 2000 The Ercoupe OwnersClub Annual Convention for the Year 2000 By Bob Swanson

Sixty years after the certification of the first Ercoupe at Riverdale, Mary­ land, the Ercoupes returned for the first Ercoupe Owners Club (EOC) convention of the new millennium. For this special reunion they chose the nearest airport to the original En­ gineering and Research Corporation (Erco) factory, where the Ercoupe was built. The convention was held at College Park Airfield, located just one mile from the factory. In February of 1999, Betsey Weick (daughter of Fred Weick, the designer of the Ercoupe) and Robert Swanson (Ercoupe owner and pilot since 1980) jointly agreed to host the year 2000 annual convention of the EOC. To accomplish the convention they formed the Coupe Homecoming Club (CHC). The club acquired 42 members who contributed their ideas, funds, and labor to plan the convention. During the convention many members of the club, as well as additional volunteers, provided the staffing that made the convention a success. The College Park Airfield, under the direction of Lee Schiek, is the only general aviation airfield in the Washington, D.C., area that is adja­ cent to a Metro rail line. The airfield staff was praised for their support of the Convention, and deservedly so! The College Park Aviation Mu­ seum, headed by Cathy Allen, is located on the property near the air­ field. Convention attendees enjoyed tours of the facility, which features several early aviation aircraft, as well as one-and-a-half Ercoupes! A com­ plete Ercoupe hangs from the ceiling, and a half Ercoupe (without wings or tail cone) sits on the floor. Transpar­ ent covers over the engine and the 10 NOVEMBER 2000

end allow visitors to see into the workings of the aircraft. A new Fred Weick exhibit was cre­ ated for the convention. It contained many items borrowed from the Lang­ ley, Virginia, National Aeronautics and Space Administration Museum, which holds many Fred Weick items. The museum has kept interest in the Ercoupe going for years by hosting annual Ercoupe gatherings. Local EAA Chapter 4 provided a

steady supply of hamburgers and hot dogs for the attendees. Two lo­ cal squadrons of the Civil Air Patrol (the Prince George's and the Bowie Squadrons) combined their cadets and senior members in an opera­ tion coordinated by Captain Bob Turner. They established a commu­ nication network that supported the convention for all three days. The nearby University of Maryland provided rental rooms, a dining

(Above) James Shadoan's 415C is a blue beauty. (Below) College Park Airfield and Aviation Museum, with about 50 of the attending 56 Coupes on the field at this time.

Betsey Weick in yellow shirt, her brother Dick Weick in blue shirt (daughter and son of Fred Weick, the designer of the Ercoupe). Norm Crabill (with the hat) is a lifelong aviation enthusiast who grew up in the shadow of the Erco factory. The fellow in the white shirt is Marv Dunlap, who is completing the construc­ tion of the ONLY four-seat Ercoupe. It was never finished by Erco and should be flying next year. They are standing in the College Park Aviation Museum.

hall, the banquet facility, and even a couple of buses. Club members and volunteers pro­ vided a wide range of support, including a full-time safety officer on the airfield, a reception and informa­ tion center, aircraft parking, aircraft judging, and photo coverage. Club members invested a lot of time and effort in local transportation . Andy Neyens provided the central direc­ tion and coordination for a fleet of vehicles driven by club members. The staffs of both the College Park Aviation Museum and the airport provided vehicles and drivers to help as well. Approximately 5,100 Ercoupes were built in Riverdale from 1940 through January of 1952. After pro­ duction ceased in Riverdale, another 500 variations of the Coupe were built from 1956 through 1970 by holders of the manufacturing rights. The total Coupe production included about 5,600 aircraft. Fifty-six Coupes (about 1 percent of the total production) returned to College Park for this year's conven­ tion. These included 415C, 4150, 415C/O, 415E, and 415G Ercoupes, Forney Aircoupes, Alon Aircoupes, a couple of Mooney Cadets, and even a homebuilt Mini Co upe. Total con­ vention attendees exceeded 220 people based on the security logs. The National Oceanic and Atmos­ pheric Administration (NOAA) has a distribution division, headed by Pat Banks, that occupies office space in the previous Erco factory. Pat was so kind to permit th e convention at­ tendees to visit the old factory site. He and several NOAA volunteers ca me in on the weekend, on their own tim e, to assist in tours of the factory space.

Award Winners Longest Distance Flown Directly to the Convention George Watts, Alon A2, N6362V, flew from San Antonio, Texas. Most Unique Coupe Mark Hardin, 415C, N37143. Lowest Serial Number Mark Hardin, 415C, N37143 (PQ13, serial no. 11 0). Best Ercoupe Syd Cohen, copilot Brandon Garrity, 415 D, N94196 (started as a 4 15C) . Most Original Ercoupe

Arden Krueger, 415C, N2926H . People's Choice

Ronald Blackadav, Alon A2, N423LF. Best Forney

Bob King, Forney F-1, N7556C. Best Alon

Ed Hoak, Alon A2, N5616F. Best Mooney Cadet

Lynn Rotz, Mooney M-1 0, N951 OV. Oldest Certificated Pilot Who Flew his Coupe to the Convention

Frank Glenn Youngest Certificated Pilot Who Flew his Coupe to the Convention

Rick Krens Longest Direct Distance Traveled by Means Other Than a Coupe

Dave Perozek of Mercer Island, Washington . Fred E. Weick Award

John Wright Jr. and his wife Kathy for their years of service to the EOC, in­ cluding hosting two conventions! Eileen Wright for her years of service and outstanding job as EOC Secretary. VINTAGE AIRPLANE

11

The very original and beautiful Ercoupe panel of Syd Cohen's airplane.

(Above) Coupes come in all colors! This is Martin Dunlap's 415B. (Below) Twin tails as far as you can see on the field at College Park.

Betsey Weick and Jim Norris arranged the Erco factory tour. They contacted former Erco employees to give firsthand reports on what it was like to work in the Erco factory. Sign­ boards showing production of Ercoupes were placed in the factory to show visitors what the factory looked like in the 1940s. John Fay co­ ordinated access to the Garber facility. Ercoupe serial no. 1 was low­ ered from the ceiling, where it has been stored for the last 20 years. The Erco and Garber tours were extremely well attended. Trophies this year were handmade solid balsa models of the Coupe, sus­ pended from handmade wooden arch trophy stands. Joe McCawley (EOC Board Chairman) served as the master of ceremonies for the banquet Saturday evening. Recognition is due to Lynn and Joel Nelsen. They arrived at College Park Friday morning, June 30, after flying their 415D Ercoupe, N99387, 7,730 miles in 70 hours of flying time on a trip around the country that started from their home in Frost­ 12 NOVEMBER 2000

proof, Florida. During the banquet a raffle and auction were held to raise funds for the Fred E. Weick Scholarship Fund with the Embry-Riddle Aviation Uni­ versity. The total amount of money raised for the scholarship fund was $741. Our heartfelt thanks to all who donated and purchased items. Valuable door prizes were awarded during the banquet and seminars. Thanks to all who donated those fan­ tastic prizes. In addition, each pilot who flew into the convention re­ ceived a souvenir that was provided by Steve Kish and Clem Beauchemin. The seminars were well attended. A session led by Greg Gorecki pre­ sented the changes made to the Ercoupe during production and post­ production, and a lively discussion debated the need and purpose of some of the changes. "Growing Up With the Ercoupe" presented by Bet­ sey Weick held a bonus treat for the audience when both of Betsey's brothers, Don and Dick, joined her in making the presentation. "The Er­ coupe-The Aircraft That Corrected

the Deficiencies of Early Aircraft" presented by Robert Swanson was followed by a discussion among the attendees that resulted in the sharing of additional favorable information about the Ercoupe. Robert Donelan led a technical seminar, and Terry Bell presented a carburetor seminar. Other special events of the con­ vention included tours of the College Park Aviation Museum and its restoration shop, as well as a walking tour of the airfield that highlighted the aviation history of College Park. Several attendees enjoyed a flight across the Chesapeake Bay for a lunch of incredible crab cakes. On Sunday morning a non-denomina­ tion worship service was held. The "Coupes Over Washington" flight by 12 Coupes has been classified, so I can neither confirm nor deny the flight ever took place! The EOC Board Meeting was held Saturday afternoon. A website for the EOC was approved; details will be available in the future. Mark Hardin confirmed he would host next year's convention in Terrell, Texas, on the last weekend in June. Marvin Dunlap is exploring the pOSSibility of the 2002 convention being hosted in Michigan. This convention reaffirmed the special nature of "Coupers." The "Oshkosh" standard of courtesy, re­ spect, and self-policing was exceeded by the added dimension of family in­ volvement that makes the Coupers special. Dare we say it, but no other aviation group has more spouses, children, grandchildren, and signifi­ cant others involved with the pilots than the EOC does. ......

A spin-on oil filter helps keep the lubricant clean in Jack's newly overhauled Continental C-90. The cockpit of this Fornaire Execta was originally configured for IFR flight when it left the Carlsbad, New Mexico, Air Products factory in 1961. Arthur has the airplane set up for VFR flight, with a GPS, communications radio, and transponder. He's still on the lookout for a pair of original Forney control wheels.

icture three five-gallon pails. Got that in your mind? Okay, now picture those pails full of mouse droppings and nest material because when Jack Arthur, of Des Moines, Iowa, got serious about restoring his newly acquired Fornaire Ercoupe, re­ moving 15 ga ll ons of the highly corrosive stuff was the first order of business. Ugly image for such a cute little airplane, huh? From the beginning, Jack was des­ tin ed to own an Ercoupe. For one thing, when he first started flying in 1991, it was in an Ercoupe with his

P

14 NOVEMBER 2000

brother in-law, who owns a '48 model. And then there was the acci­ dental discovery of an apparently abandoned Forney Ercoupe in Blair, Nebraska. The fates told him he was an Ercoupe kind of guy and to go for it. Unfortunately, what the fates did­ n't tell him is that this particular Ercoupe a) was full of mice and b) would test his patience in terms of paperwork. But, we're getting ahead of ourselves. Jack's airplane had been flying for barely a month when he arrived at AirVenture 2000. But, after all of the

work he had put into his own per­ sona l little twin-tail kiddy car, he wasn't about to leave it at home. As it sat out there on the line, it was in­ teresting to see how few people recognized the airplane for what it was . After all, to most folks, an Er­ coupe is an Ercoupe. Of course, to the rabid followers of the breed that is anything but true. Those who did notice Jack's air­ plane undoubtedly thought it to be a modified Ercoupe. The Forney canopy isn't often recognized by folks, nor is the color scheme. Ditto the bumped-out instrument panel with the very un-Ercoupe-Iike pro­ trusion that holds far more than the usual array of Ercoupe instruments. But then, not many folks have actu­ ally seen a Forney-built Fornaire F-IA Execta, which was not only the top of the Ercoupe totem pole, but very close to the end of the Er­ coupe line. The Ercoupe has died and been resurrected at least a half dozen times Dennis Biela

over th e past 60 years, and Forney got into the act in 1956. They were building the ai rplanes as the Fornaire F-l in Fort Co llins , Co lorado , when their money began to ge t tight and th e doors were closed. Somehow the city of Carlsbad, New Mexico, wound up with the assets and the rights to the type certificate, something that has never bee n fully ex plained to this writer. However, Air Products leased the rights from Carlsbad and began building the airplane right there in town. Along with the F-1, they be­ ga n building th e F-1A, which included rudder pedals, as a hundred dollar option. Up to that point, all Ercoupes were two-control, if-you­ can-drive-you-can-fly, airplanes. The supposedly stall-proof, two-control Dennis Biela

system was labeled the Simplomatic. When Jack Arthur's airplane rolled out of the Air Products factory it was completely IFR. It even had an ADF. Being an A" model, it also had rud­ der pedals, something that Jack saw as a plus. The current paint job on Jack's airplane, which is what it was wearing when he purchased it, looks suspiciously non-factory, a fact he doesn't try to dispute. However , even when removing every single piece of the airframe, down to the last nut and bolt, he found no paint anywhere on the airplane. This leads to the conclusion that the paint job was a factory custom scheme, al­ though he has yet to be able to verify that fact. After leaving the factory, the air­ II

plane went through the usual num­ ber of owners until the mid-1980s when an unsuccessful change of ownership nearly sealed its fate . A buyer in Nebraska negotiated a deal with a widow in Pennsylvania to purchase the airplane and sent a ferry pilot after it. When the pilot ar­ rived, the seller wanted more money but let him take the airplane any­ way. The bill of sale remained unSigned. Need we explain what happened next? The wannabe new owner was never able to strike a deal with the woman, and the airplane became a mouse hotel for the next eight years as it sat on the Eagleville Airport in Blair, Nebraska. It might still be sitting there if Jack's brother­ in-law, Mike Abrahams, hadn't stumbled across it. During the eight years it had been sitting there, it had run up a huge hangar rent bill to the airport. Then, to add injury to insult, the hangar fell on it, but that caused only minor damage. When Jack decided to buy the air­ plane and went to the airport commission, he was advised he could buy it for the price of the back hangar rent, about $3,500. He and his brother-in-law trucked it home, but it wasn't until he got it home that he realized what he actually had; it was one of only 25 1961 F­ lAs built by Air Products in Carlsbad. He also didn't realize what a quag­ mire the airplane's paperwork was about to become. To register an abandoned airplane with the FAA there is a specific pro­ cedure that usually involves, among other things, a receipt from a sher­ iff's tax sale. However, under Nebraska law, Jack didn't have to go through a sheriff's sale, so when he went to the FAA, ther e was more A familiar profile, but with a few twists. The rear windows and the hinged rudders tell you this is not an Ercoupe built in College Park, Maryland. The extended cowl bumps for ignition harness clearance also are differ­ ent than the older 'Coupes, as is the color scheme. Jack Arthur is still looking for addi­ tional documentation on the exact colors and layout used by the Air Products factory.

VINTAGE AIRPLANE

15

than a minor problem with the pa­ perwork. In fact, it took two years of running back and forth getting doc­ uments signed, re-signed, drafted, and redrafted before he was able to register the airplane as 3044G with his name as legal owner. Prior to that, as far as the feds were con­ cerned, the airplane didn't exist. During the two years of the paper­ work battle, however, Jack wasn't just sitting around doing nothing. When they got the airplane home they found that what looked to be a solid, intact airplane on the outside, presented some serious restoration challenges internally. The aforemen­ tioned mice had effectively rendered every piece of steel in the wings use­ less. They had also managed to corrode the lower wing skins and some structure in the outer panels so badly that most of the outer lower skins had to be replaced. The mice had help from the battery in ruining much of the lower fuselage skins, which had to be replaced as well. As they began digging into the structure, they found a repair on the right rear wing spar that was, as Jack puts it, " ... done like it was a tinker toy." So, they replaced the entire spar. One of the major restoration chal­ lenges was unexpected: It turned out that restoring and rigging the rudder pedal system wasn't as easy at it would appear. lilt uses two little bell cranks that have very little travel to control both the rudders and the 16

NOVEMBER 2000

nose wheel, and it took forever to get everything just right," says Jack. When doing the instrument panel, Jack installed new Mitchell engine gauges and a Northstar M3 GPS that required 337s. He also in­ stalled shoulder harnesses, which required an FAA-approved pull test. He has nothing but high praise for the cooperation he got from his lo­ cal FSDO while restoring the airplane, once the paperwork was in order, that is. Although the airplane was com­ plete, when he rescued it someone had cut the control wheels, and he is desperately looking for a pair. Any­ one have a spare set of Forney Ercoupe control yokes out there? Jack had a dedicated crew of helpers, starting first with his brother-in-law, Mike Abrahams and his good friend, Mark Kokstis. In addition, he says, "I was really lucky to have an I.A, Allen Core, who looked over my shoulder every step of the way, making certain it was being done right. Without him, it would have been a much more dif­ ficult job." When it came to the engine, Jack says, liThe engine ran really well, and a lthou gh we didn't have the logbooks, all indications were that it didn't have much time on it. We had long discussions about whether I ought to major it or not, and I was kind of dragging my feet while some of the others said I should com­ pletely overhaul it. I finally gave in,

and we split the case. When Tom Burmeister, who overhauled the C­ 90 Continental, took it apart he found the crankshaft had a bunch of cracks in the front journal. If I'd flown it, there's no doubt that I would have had a catastrophic en­ gine failure during the first hour. So, I guess the rule in this kind of situa­ tion should be, when in doubt, rebuils it, and this applies to every­ thing, not just the engine." Jack, who is a schoolteacher, says, "This is the first project of this mag­ nitude that I have ever in my life attempted. I got my license in 1995 and have about 300 hours, 50 of them in the Ercoupe. Since we got it flying, my wife and I have really en­ joyed just jumping in it and going places. It is really fun to pull up to the gas pump and have people come over to ask about it. It is also a great way to own an airplane. To find one that is in need of repair and work on it a little at a time. That wouldn't have been possi­ ble, however, without an LA. who would cooperate and great friends who were willing to give me their time. My local EAA Chapter, 135, was also a great help. If nothing else, they were willing to listen to my horror stories along the way." Before he's finished talking about the airplane, he will always men­ tion his wife, Esther, who was central to the project. "She's really into aviation and supported me every inch of the way. Even with all the other help, if she hadn't been so behind the project, I'm not too sure I would have even started it. Now that it's finished, she wants to get her license in it." Jack reports that he flight plans 105 mph and five gallons per hour and one of his first cross-countries was journeying to the Ercoupe fly-in. Does he ever intend on selling the airplane? "For me, this is just about the perfect airplane. It is fun to fly, inexpensive to operate, and I can af­ ford everything about it. It's just perfect." Nope, doesn't sound like it's go­ ing to be for sale. ....... II

TYPE CLUB

NOTES by H.G. Frautschy

Compiled from various type clu b publ ications & newsletters

Carbon Monoxide Problems and Swifts by Rick Stroud From the Globe Temco Swift Internet Update The Newsletter of the "Electronic Swift Wing," edited by Denis M. Arbeau I recently read an article on car­ bon monoxide problems in aircraft on AvWeb (www.avweb. com) under their" Aeromedical" heading. The article was very de­ tailed and reviewed a coup le of carbon monoxide detectors. I pur­ chased the one recommended (AIM Model 935 availab le from Aeromedix.com, about $79 with shipping) and fo u nd both our Swifts were pumping carbon monoxide into the cockpit. My Swift (210 hp with a bubble canopy) peaked at 150 ppm on takeoff, and Lana's Swift (145 hp, mostly stock) peaked at around 45 ppm. Since I was headed over to Jim Thomason's for annual in ­ spections for the Swifts, the first thing we did was seal the tail on both birds . That dropped the read­ ings , now registering between "Lo" and 5 ppm for both birds. The table located on page 18 is from the article and indicates the levels and their effects. The article indicated there have

not been any published "to lerance levels" for aircraft, but the original OHSA regulation was 35 ppm con­ tinuous in the workplace, which was subsequently raised to 50 ppm. The author's recommenda­ tion for aircraft was : 5 ppm

-worry; 10 to 20 ppm-land imme­ diately; and 35 ppm-you have an emergency . I believe the a u thor was a bi t conservative, bu t I will readily agree that any exposure is not good. We also checked both our birds

VINTAGE AIRPLANE

17

with the heater on. Our heat muffs appear to be okay as the heater did not raise the readings for either bird . I guess the point is that Swifts have a known problem with air flowing forward from the tail. If it's not sealed, you are probably getting some carbon monoxide in the cockpit. Of course, it would be even worse if the exhaust stacks are leaking into the heat muff. We are planning on using the detec­ tor on all of the aircraft (eve n other brands!) around the home field to possibly head off prob­ lems. Now that I really know what is in the cockpit with me, I would certainly recommend checking the carbon monoxide level in any aircraft (especially Swifts) with the

heater both on and off. VAA Editor's Note: Using an AIM 935 Low-Level CO detector, I checked th e Aeronca Sedan I fly and found that while taxiing I would see read­ ings varying from 18 to as much as 85 ppm, depending on the direction I was taxiing and the surface wind speed and direction. Taxiing with a 5 to 10 knot tailwind was th e worst case. It was just enough breeze to al­ low the warm exhaust gases to start rising as th ey exited the dual ex­ haust stacks. The exhaust gas from the Co nti­ n ental C-145 can easily enter the cockpit from the bottom of the fuse­ lage, where the bungee cord covers do not tightly seal against the fuselage (above). There's also no cover over the bungee cords, so any air that en-

ters the fuselage can make its way up into the main cabin through any of the holes and gaps in the floorboards. Within moments of take­ off, the readings, taken with the unit lying flat on the floor, started going down, leveling out with a "Lo" (be­ low 5 ppm) indication on the CO detector. At no time during flight did the reading go up, but the eleva ted read­ ings during taxiing certainly go t my attention! While in flight, I also checked the car­ bon monoxide level with the heater on and didn't see anything above "Lo" in the carbon monoxid e leve l window. Whew! I'd highly recommend reading th e articles regarding CO detectors within the Aeromedix.com web site. You may be tempted to use a cheaper, less expensive "home use" CO detector in your airplane. Un­ fortunately, the low est number displayed for home detectors is 30 ppm, and the alarm won't even sound until 100 ppm is reach ed . The specially built units intended for vehicle us e display CO leve ls from 5 ppm on up to 150 ppm, above which the word "High" is displayed. The audio alarm and flashing LED are activated above 10 ppm, with the alarm and flash rate increasing as the CO levels in­ crease. - HGF) ~

Carbon Monoxide Levels and Their Effects

35 ppm 200 ppm 400 ppm 800 ppm 1,000 ppm 1,600 ppm 18 NOVEMBER 2000

No obvious symptoms after 8 hours exposure Mild headache after 2 hours exposure Headache, nausea, and dizziness after 2 hours exposure Headache, nausea, and dizziness after 4 5 m inutes ex posure, collapse after 2 hours exposure Unconsciousness after 1 hour exposure Unconsciousness after 30 minutes exposure

A happy Steve Petrich of Mound, Minnesota, winner of the Best Fabric Seaplane award at AirVenture 2000, holds his fancy award plaque while standing on the float of his completely restored 90-hp Aeronca 7AC Champion, N84609, mounted on a rebuilt set of Edo 1320 floats. Steve spent the better part of three years restoring the 1946 air足 plane and the floats, including the neat yel足 low and white paint scheme. Very sharp interior cabin work by Steve Petrich caught the judges' eye. Steve has also installed a seaplane door that hinges up out of the way. The pretty instrument panel was finished with a black crinkle finish.

From the Minnesota/Canadian border area comes this bright red 1948 Stinson 108-3, mounted on a set of Edo 2425 floats and flown in by Ross Benike of Birchdale, Minnesota. Converted to a Continental 0-470-R engine of 230 hp pulling a McCauley constant-speed prop, the big-ta il Stinson will cruise at 120 mph on floats, 130 on wheels. Ross reports he has flown the pretty red Stinson nearly 300 hours in the past three years since buying the floatplane from a neighbor only 13 miles away!

20 NOVEMBER 2000

A unique first-timer at Oshkosh is this Canad ian-registered 1972 Yugoslavian UTVA 66, C-FBBF, mounted on a set of Wipline 3730 floats and flown to Oshkosh by Paul Cowley of Aurora, Ontario, Canada. Powered with a Lycoming GISO足 480 engine of 340 hp swinging a three足 blade Hartzell propeller, the UTVA features ailerons that droop with the flaps and fixed leading edge slots for excellent slow speed performance-so necessary on floats. Paul reports the airplane is presently being flown on a military license in Canada, but the civilian license is in the works.

Another "first" for the seaplane fly-in was the arrival of this 1944 Beechcraft C-18, N44573, mounted on huge Edo 7850 floats and flown in by Allan Lund of Hayward, Wisconsin . Based at Surfside Seaplane Base northeast of Minneapolis, Minnesota, the big twin floatplane has been a Minnesota resident for many, many years and was formerly owned by Pat Magie at Ely and the Claggett family of Aqua float fame . Allan reports he has flown the big bird nearly 150 hours in the past year, including a trip to Alaska and back on floats. He was surprised to learn that this was the very first "Twin Beech" on floats to visit the Vette/Blust Seaplane Base.

Sitting quietly at attention is this pretty Cessna 140, N89794, mounted on a set of rather ferocious looking Edo 1650 floats, complete with shark mouths! Flown to Oshkosh from Surfside Seaplane Base by its owner, James Edwards of Aurora, Colorado, the 140 floatplane makes a very adequate two-place machine for those who enjoy the feel of a Cessna, especially on floats. Th is 1946 Cessna has been on floats since 1948 and has roamed all over the United States. The original Continental engine was replaced with a Lycoming 0足 235 of 115 hp about 20 years ago. It swings a Sensenich M76AM-2-45 prop for good seaplane performance.

The blue summer sky and puffy white clouds, along with a full reflection, make this beautiful de Havilland Beaver, N622JM, on matching Wipline amphibious floats, really sparkle in the after足 noon sunshine. Flown in by Bruce Francis of Lisle, Illinois, the big six-placer features all the Wipline modifications of extend足 ed baggage and rear windows, dorsal fin and fancy paint scheme. With a Pratt & Whitney R-985 driving a three-blade prop up front, this is the ideal vacation machine, especially when going to places like Oshkosh.

With the heavy wind from the northeast, seaplanes such as this Piper Aztec Nomad had to taxi around the harbor to warm up the engines before going as far up the creek as possible, making a final turn, and then applying full takeoff power in an attempt to be near flying speed when going through the "gate" and bouncing off the first big wave in the heavy water. Both Lycoming 250-hp engines are at absolute full power (notice the propeller tip vortices) as the big twin Aztec has gotten on the step and is accelerating to takeoff speed-a most impressive display for an airplane that will out haul a Beaver at 30 mph greater cruise speed-for half the price! This was the very first Nomad to visit the EAA seaplane fly-in. 22 NOVEMBER 2000

Here is the "dock crew" that meets all incoming sea足 planes at the various docks. These 12 busy volunteers are the heart of the welcoming committee, all under the direction of Lon Nanke, fourth from the right, who runs a tight ship and is able to lead the younger people into top performance. Pilots maintain that they remember the smiles on the faces of the dock crew all the way home! To this we can all add our " thanks" for a job well done.

Two of the crew that brought the twin-engine Piper Aztec Nomad on floats to the fly-in from Gravenhurst, Ontario, were Andrew Goltz and Melissa Spinks. The smiling seaplane judge, with clipboard in hand, is none other than Bill Schlapman of Winneconne, Wisconsin.

Attracted by this fancy paint scheme, Steve Delano, Cold Spring, Minnesota, bought this Cessna 185 on PK 3500 floats about five years ago and added a Continental 10-550 engine of 300 hp and a three-blade Hartzell prop. The result was this beautiful floatplane complete with plexiglass door windows and STOL kit for top performance. As Steve says, "It really gets up and goes!"

(Left) Manning the Seaplane Pilots Association (SPA) booth and holding the latest book offering in his hands is the "recognized dean of seaplane pilots," Dr. Dale De Remer, a retired professor at the University of North Dakota in Grand Forks who has probably taught more people how to fly a floatplane into the "bush" and survive than anyone in the business. (Above) Here is a trio of "web-footed" pilots if there ever was a three足 some: on the left is Dr. Dale De Remer (manning the SPA booth), center IS Mark Wrasse, chairman of the seaplane fly-in, and on the right, the former tower chief at Oshkosh's Wittman Field, Russ Lincoln, of Ripon, Wisconsin.

VINTAGE AIRPLANE

November Mystery Plane From Peter M. Bowers, Seat­ tle, Washington, we have this response to our August Mys­ tery: The August Mystery Plane is a German/Dutch Fokker C.Il. The U.S. registration number doesn't show, but it is probably C262, C/N 202. It spent its la st U.S. years, 1928 to 1931, in Detroit, and the photo shows it in front of a hangar marked Michigan State A viation School. The existing FAA history on C/N 202 shows that it was as­ signed temporary registration 2429 on May 2, 1927, and re­ ceived lic ense C262 on May 3, 1927. After a series of owners, the U.S. Customs Service seized it in May 1930, apparently because of smuggling activity with illegal markings. Customs sold it to a new Detroit owner in September 1930; a Later owner crashed it at Detroit on July 28, 1931. In next month's issue we'll have a complete article by Pete on the many variations of the C.II. One of our answers has a per­ sonal connection to the Fokker C .II. Haywood Faison sent us this note: The August Mystery Plane is 24

NOVEMBER

2000

The proportions and structural details of this monoplane make it look like a parasol conversion of a Ryan B-1, but it is not. The engine under the cover is a 220 hp Wrightj-5. Note that the C-prefix to the registration number was painted over with white paint before the picture was taken. The builder's name and registration have been digi­ tized out. It's too easy to identify old airplanes by their numbers these days! Send your answers to: EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answers need to be in no later than December 20, 2000, for inclusion in the February 2001 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to vintage@eaa.org. Be sure to include both your name and address in the body of your note, and put "(Month) Mys­ tery Plane" in the subject line.

by H.G. Frautschy

German/Dutch Fokker C.II

Brock & Weymouth's Canadian registered CII, ON 174 with oval radiator, changing from wheels to skis. Canadian registrations changed from G-CA to CF-AAA and on in 1929. G-CA planes could retain those registrations, so the two systems were in use simultaneously. Pete Bowers Collection

Fokker built, and I believe the model designation is C-2. There is a little story behind my recognition of this airplane. In the fall of 1923, when I was six years old, my dad's company had hired the Brock and Wey­ mouth Company of Philadelphia to do aerial mapping of parts of western North Carolina. The pur­ pose was to pick sites for dams to provide hydroelectric power. This company was highly success­ ful in this type work, and as I understood, it had imported from Holland six of the above type aircraft. One of these operated from a field on the outskirts of Hender­ sonville, North Carolina. My father was the contact for his

company. He often took me with him when he visited the opera­ tion, which of course was fascinating for me. My parents were not so trustfu l of flying ma­ chines in 1923 that they would allow me a real flight. However, on one occas ion they put me in the cabin and ran down the field fast enough to become briefly air­ borne. I still remember 70 some years later when the rumbling of the wheels over the cornrows stopped for a moment or two. This, of course, plotted the di­ rection of the rest of my life. Palmetto Air Service Haywood R. Faison Lt. Colonel, USAF (Ret.) Lt. Col. Faison served as a

gofer at the local airport, soloed a J-2 Cub in 1936, and became a career Air Force pilot in 1942, serving until his retirement in 1968. He flew 3S missions as a B-29 commander and flight leader, and flew in during the Berlin Airlift in 1949. In 1968, he founded the Palmetto Air Ser­ vice, an FBO still in operation in Mt. Pleasant, South Carolina. He keeps a framed picture of the Brock and Weymouth crew, his father, and the Fokker C.1I on his office wall. Other correct answers were received from: Leonard E. Opdycke, Pough­ keepsie, New York, and Ralph Nortell, Spokane, Washington....... VINTAGE AIRPLANE

25

PASS

IT TO

BUCK

by E.E. "Buck" Hilbert EAA #21 VAA #5 P.O. Box 424, Union, IL 60180

FAA - Do You Have Any Doubts? Are there people behind that FAA Logo? Are they really, and I mean really, there to help you? Let's look at these questions and my opinions on the FM. Sure, it's a bureaucracy, and what's the first rule in a bureaucracy? "Pro­ tect the bureaucracy and cover your butt," right? That's not always a good rule, but it is sometimes a necessary fact, because in every bureaucracy there is a peck­ ing order. If you're trapped in that peckjng order, you bow to those above and pass it on down to those below. So sometimes you have to deal with a sticky situation and tread the line to accomplish a purpose. Try to see FM's (the agents) side and what you'd do if it were your decision. The person you deal with is just as much an individual as you are. He has wants, likes and dislikes, and sometimes has the advantage , and maybe a disadvantage, of the bureau­ cratic process. I have found that most of the FAA people I deal with are into the job be­ cause they love aviation, airplanes and people who fly them. Their problem most of the time is that they are so far into it, they are out of it. They don't get to fly for fun any­ more. It's a job. When they question something, it raises hackles. The presumption that they are neg­ ative about everything can be a real hurdle. The "Book" is their Bible and they must use it . Those FARs cover any and all situations. Most agents are into the "Book" so much they can tell you every loophole, and if there isn't one, they can help you interpret the 26 NOVEMBER 2000

regulations to your advantage. I have a few suggestions when deal­ ing with the "Feds." "Schmooz" will get you a lot more than damnation! Give the agent a chance, open the door and treat him like you would like to be treated. Be­ have like you are at a railroad crossing-stop, look, and listen. Use his knowledge and expertise with the book, ask him how to accomplish the task at hand using the book. That's his way of life. Your Executive Director/Editor, H.G., gave me some time off while I attended some doings in Washington, D.C. At the Pilot/Owner Maintenance ARAC meeting we put together our fi­ nal draft of suggestions to the FAA . The ball is in their court and we can expect action on this in the form of an NPRM somewhere down the air­ way. If I say anything about the contents of the draft, I'd be a "Ieaker," so we won't go into that. The media kick-off for Countdown to Kitty Hawk and the meeting of the Centennial of Flight Commission were exciting, to say the least! If we can whip up nationwide enthusiasm on this one, aviation might just come back into the favored son limelight we once enjoyed. [ took time out to visit FAA Head­ quarters (Pres. Clinton was out of town). I visited with Phyllis Anne Duncan, the Editor of FAA Aviation News. What a wonderful, dedicated person. She flies! She writes great prose. See her column "Editors Run­ way" in the October 2000 issue and read her thoughts about Concorde. I also spent some time with some of the other Feds. I'm always amazed at the respect they have for EM. It's a kick to have them talk about Vintage

Airplane and the articles we publish,

and about AirVenture and all the things that happen at "Oshkosh." See what I mean? They do like airplanes and it shows. The next day was the National Aeronautic Association (the Aero Club of America) Awards Ceremony at the National Air and Space Museum . I was awarded the prestigious "Elder Statesman of Aviation" award. Quite an honor, although I must admit it takes the wind out of my sails to be considered "Elder." I wasn't the old­ est on that podium, but I wasn ' t the youngest either. It was a real privilege to be up there with some of the Tuskegee Airmen, and the movers and shakers of aviation who were honored that night. I'm still not over being called an "Elder" though, and I don 't want to hear any smart remarks about it when you see me either! I' ve also been working with the United Airlines Historical Foundation, helping put together something for the 75th Anniversary of United Air­ lines. I guess I am getting old. It will be twenty-five years ago that I re-en­ acted that first flight of Captain Leon Cuddeback in the Varney Airlines Swallow. Sure doesn 't seem that long ago, but it was, and this "Elder States­ man of Aviation" would do it again, if they'd let me! Meanwhile, while I dream a little, it's over to you,

NEW MEMBERS

Ian john Silvester ..................... .. ........ .. ....... .

Ed Kosanke ........................ .......... Naples, FL

Edward Price ........ ................ Ocean City, NJ

................ .......... ..... Narre Warren, Australia

Frederick McNulty ........ Deerfield Beach , FL

Jerry Sorin ........ .... ............... Morristown, NJ

john Tabone .. .... .............. Sydney, Australia

Melvyn j. Ott .................. Satellite Beach, FL

Walter M. Chandler .... ...... Clifton Park, NY

Maximo Pimenta Costa Aurelio ........ .. ...... ..

Stephen M. Weiss ...... North Bay Village, FL

Thomas F. Schmitz .................... Oneida, NY

.................................. Belo Horizonte, Brazil

Donna Forbes ...... ................ .... Marietta, GA

Douglas R. Cutlip ...... ..North Royalton, OH

Alan Cornyn .... Pincher Creek, AB, Ca nada

Lance Koberg ........................... Marietta, GA

Bernard 1. DeLong ................... Dayton, OH

Barry William Harsent .. .. .... ................ ...... .. . jeffrey K. Perry .................... ..Cumming, GA

David Duntz ...................... Beavercreek, OH

.............. .... .. .... .. .......... Vernon, BC, Canada

Virgil 1. johnson................ WeiHngton, OH

Peter Wheble ................. Peechtree City, GA

Frankj. DuBray ...... Port Perry, ON, Ca nada Thomas Bergman ..................... Evanston, IL

David B. Webb ............ ..... Wapakoneta, OH

Alejandro Gutierrez ....... Queretaro, Mexico

Gordon G. Danforth ..................... Peoria, IL

Guy Guernsey .. ...................... Coos Bay, OR

Francisco Icaza ............... San Angel, Mexico

james C. Fassino ......................... Canton, IL

William G. Baltrusaitis ............ .... ........ ........ .

Eddiej. Mclean .. .. ................. .. ............ ........ .

Carl G. Gorra .... .............. .. .. .Warrenville, IL

.. ........................................ West Chester, PA

............ .. ............... Whitianga, New Zealand

William L. Kukla .................. Lake Zurich, IL

Robert Goughnour ........... Belle Vernon, PA

Gerald Grocott.. ............ Zurich, Switzerland

Donald W. Mack .. .. .. ............ New Lenox, IL

Jim Swalley ...................................... .Erie, PA

Dana Woods ................ Mountain View, AR

James

c. Mette .................... Streamwood, IL

Donald C. Mestler .. .......... .. ........ Gilbert, SC

Thomas Grifford ...... .... .... .. .Cave Creek, AZ

Dan Nelson ........................ ............. Ladd, IL

Noel P. Atherton ........... Fairfield Glade, TN

jan VanBurken .... .. .. ........ ...........Tucson, AZ

Raymond Schwarz ................... Glenview, IL

Donald D. Freeman .. .. .. .... Estili Springs, TN

jill Archibald ........ .... ........ ........ Ferndale, CA

A. j. Wiss .......................................... Pana, IL

George L. Ivey ...................... Cookeville, TN

Anthony M. Capozzi ..... Grand Terrace, CA

Chris & jenn Zahn ............. Edwardsville, IL

Edward E. Allen .... .. ................ Mesquite, TX

Walter Dean Cason .................. Angwin, CA Jeffrey R. McWhorter .... ........ Valparaiso, IN

Robert Allen .... ...................... Carrollton, TX

Richard Fahning .......... .. ...... .. Foresthill, CA

jim G. Moschenross ...... .. ... lndinapoJIis, IN

Dean Ca rter ................ .... ......... Houston, TX

Ben Hall... .. ....................... Palm Springs, CA

Mark A. Paszkiewicz ........ ..Jeffersonville, rN

Bill DuCharme.......... ............ McKinney, TX

Rick Harrison .. .. .... ........ ....... Mira Loma, CA

Leonard Cole ...... ............ Independence, KS

R. John Gieske ............................ Austin, TX

Rick Holmes .......................... ..Riverside, CA

William E. johnson .......... .. ..... Florence, KY

H. Ivan Haecker ...... .. .. .. .. .Ca nyon Lake, TX

Martin Madden .. .. .... .. ................. Somis, CA George Kalbfleisch ........ .. ......... Florence, KY

Larry E. Hale .......................... Granbury, TX

Dave Maltone .................. Grover Beach, CA

Bobby W. Thomas .... ...... ............ .Island, KY

Stan Krovontka ..................... Galveston, TX

Sean M Marshall .... .............. .. .Riverside, CA

Michael W. Davis ......................... Oscar, LA

Charles McNulty .................... Cieburne, TX

j. D. Mendonca .......... ........ Santa Maria, CA

Matthew Totten .............. .. ...Covington, LA

Mark D. Mostrip ............... San Antonio, TX

Robert W. Milligan ................Temecula, CA

Chas Lea therman .................... Bel Aire, MD

Richard Ramsey ........................... Irving, TX

Michael j. Moran ............ .... Healdsburg, CA john Danforth, Jr. ..................... Warren, MI

Gary Rosa .................... Fair Oaks Ranch, TX

Gerald K. Morgan ............ Ben Lomond, CA

Dennis Hughes .............. .. .. .. .. .. Belmont, MI

Jody R. Thrasher.. .................... Garland, TX

Thomas E. Schoder .................Modesto, CA

John Orlo Maxfield ........ .. ..... Northville, MI

Gregory Vince .............................. Dallas, TX

Paul E. Sherman ..................... Riverside, CA

James L. Mynning............ ......... Chelsea, MI

Tom Wood ................................. Ogden, UT

William R. Stein .. ...... ................... Aptos, CA Scott M. Sedam .............................. Novi, MI

Timothy Jurik ...... .......... .. ...... Hampton, VA

j ames H. Westfall .....................Coloma, CA

Joseph P. Monno ................... Hastings, MN

Margery Natalie ...................... Herndon, VA

Brian Baldwin ...................... .. ..... Parker, CO

Michael Morris .. ............ .. .........St. Paul, MN

J. D. Skipper ...... .. ...................... Bedford, VA

Douglas H. Kingsley ................... Parker, CO

Gerald F. Sadowski .................. ..Fridley, MN

Brian Strattner .......................... Norfolk, VA

Tom Lytle .................. .......... Longmont, CO

Albert Stix ................................ St Louis, MO

Richard Wallis .... ............. Williamsburg, VA

Ted Waltman ....................... Lakewood, CO

Craig A. Neuhardt .................. Salisbury, NC

Linda M. Morrison ...... ........... Bellevue, WA

Emery Weber .............. .............. Denver, CO

Stuart B. Harner ...................... Mandan, NO

Chris Chomo .................... .. .... Oshkosh, WI

Gary S. Bonomo ...... .. .. .. ... New Fairfield, CT

P. Byrnes ............................. Pennsauken, NJ

Brad R. Schultz .................... .... .... Sparta, WI

Robert T. Hartman ............... Englewood, FL

John O. Donato.... .. .. ...... ....... Mendham, NJ

Leon Siverling .. .. .................... Brooklyn, WI

VINTAGE AIRPLANE

27

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TNE. GtfLY ErutnR­

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Fly-In Calendar Thefollowing list ofcoming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, Aft: Vintage Airplane, P.G. Box 3086, Oshkosh, WI 54903-3086. Information should be receivedfour months prior to the event date.

EAA Regional Fly-Ins shown in bold. JANUARY 1,2001 - NAPPANEE, IN- 10th annual New Year's Day Hang Over jly­ in, sponsored by EAA Chapter 938. II a.m.-2 p.m. Info: "Fa st Eddie, " 219/546-2795 or the chapter website: www.bnin.net/-jlyboy

Of course, if you plan to fl~ it, the easiest way is stiR Poly-Ylber. ~hy Poly-Fiber? Because for 30 years builders

" have followed our easy steps and achieved safe, truly superlative, long-lasting results. And Poly-Fiber products are painstakingly manufactured and proven over time. Our reader-friendly manual is almost like having an instructor right there with you , and if you'd like some coaching, tJy one of our hands-on workshops. There's also a step-by-step video, a kit for practicing with Poly-Fiber, plus a web site full of information.

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Something to buy, sell or trade? MISCELLANEOUS An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part.. 50¢ per word, $8.00 minimum charge. Send your ad and payment to: Vintage Trader, EAA Aviation Cen­ ter, P.O. Box 3086, Oshkosh, WI 54903-3086, or/ax your ad and your credit card number to 920/426-4828. Ads must be received by the 20th a/the month/or insertion in the issue the second month/al­ lowing (e.g., October 20th/or the December issue.) BABBln BEARING SERVICE - rod bearings, main bearings, camshaft bearings, master rods, valves. Call us Toll Free 1/800/233-6934, e-mail ramremfg@aol.com Web site www.ramengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202. AIRCRAFT LINEN - Imported. Fabric tapes. For an 18" by 18" sample, send $10.00. Contact for price list. WW I Aviation Originals, Ltd., 18 Journ ey' s End , Mendon, VT 05701 USA. Tel : 8021786-0705 , fax : 802fi86-21 29. E-mail: Wwlavorig@AOL.com Vintage Federal skis, #SC-3, Mfg. 1942-1943 with cables and fittings for '48 C-170. Pictures available. Possible New England delivery. $750. Larry Stegna, 207/563-1196. Needed to complete Cont. C50-3: one intake elbow 21181 , or set of four 2 ea. 21181 , 21180; one threaded crankshaft mag drive adapter for sin­ gle ignition; also the mating magneto driven gear. Part numbers cannot be located. Smith, 204 Lockport, Plainfield, IL 60544-1940.

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VINTAGE AIRPLANE

29

AlhinLang. PeoriQ,

JL

\ing

Started a club iQ 1'954

Albin Lange stands with his J948 J 08-3 Stinson Station Wagon outside his hangar in Peoria.

AUAis

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To become a

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AVtATlON UNLlM/rED AGENCY

Membershi~ Services Directon'_ VINTAGE

Enjoy the many benefits ofBAA and the

AIRCRAFT BAA Vintage Aircraft Association ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

~

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http://www.eaa.org and http://www.airventure.org E-Mail: vintage @eaa.org

OFFICERS President Espie ·Butch· Joyce P.O. Box 35584 Greensboro. NC 27425 336/393-0344 windsock@ool.com Secretary Steve Nesse 2009 Highland Ave. Albert Lea. MN 56007 fJJ7/373-1674

Vice-President George Daubner 2448 Lough Lane

Hartford. WI 53027

262/673-5885 anftque2@aol.com

Treasurer Cha~es W. Harris 7215 East 46th St. Tulsa. OK 74145 918/622-8400 cwh@hvsu.com

DIRECTORS Robert C. ·Bob· Brauer 9345 S. Hoyne Chlcago.IL 60620 7731779-2105 photoplot@aoi.com

Jeannie Hill

P.O. Box 328

Harvard. IL 60033

815/943-7205

dinghoo@owc.net

John Berendt

7645 Echo Point Rd.

Cannon Fal~. MN 5SOO9

fJJ7/263-2414 mpfalrctJld@rconnect.com

Steve Krog

1002 Heather Ln.

Hartford. WI 53027

262/966-7627

sskrog@aol.com

John S. Copeland

1A Deacon Street

Northborough. MA 01532

508/393-4775

copeland I@Juno.com

Robert D. ·Bob· Lumley

1265 South 124th St.

Brookfield. WI 53005

414/782-2633

lumper@execpc.com

Phil Coulson

28415 Springbrook Dr.

Lawton. MI 49065

616/624-<>490

rcoulsan516@cs.com

5936 Steve Court

Roonoke. IX 76262

817/491-9110

n03capt@fiash.net

Roger Gomoll

321-1/2 S. Broactway #3

Rochester. MN 55904

fJJ7!28a-281O

rgornoll@hotmail.com

1429 Kings Lynn Rd Stoughton. WI 53589 608/877-8485

Dale A. Gustafson

7724 Shady HIli Dr.

IN 46278

317/293-44JO

Indlanopol~ .

Dean Richardson

dar@resprod.com

GaoIf Robison

1521 E. MacGregor Dr.

New Hoven. IN 46774

219/493-4724

chlef7025@aoi.com

DIRECTORS

EMERITUS

2159 Ca~ton Rd. Oshkosh. WI 54904

920/23 I-fJJ02

5301268-1585 antlquer@inreach.com

EAAAi rVenture Fax- On -Dem and D irectory .... ............ .... . .. . . .. . .. 732-885-67 11 Auto Fuel STCs . . ..... . . . ...... 920-426-4843 Build/ restore in formation ...... 920-426-482 1 Chapters: locating/organizing .. 920-426-4876 Educatio n .......... . . . .. . ..... 920-426-6815 • EAA Air Academ y • EAA Scholarships • EAA Young Eagl es Camps

P.O. Box 424

Union. IL 60180

815/923-4591 buck7ac@mc.net

Alan Shackleton P.O. Box 656 Sugar Grove. IL 60554-Q656 630/466-4193 103346.1772@Cornpuserve.com

Fligh t Advisors inform ation ..... 920-426-6522 Fligh t Instructor in formation ... 920-426-6801 Flying Star t Progra m •• • • • •• • • •. 920-426-6847 Library Services/Research ...... 920-426-4848 Medical Questions .... . . ....... 920-426-4821 Technical Counsel ors .. . ....... 920-426-4821 Young Eagl es .. .. . .. . .. . .. . .. . . 920-426-4831 Ben efit s Aircraft Financing (Textron) .. . . . 800-851-1367 AVA . . . ....... ...... . ..... . .. . 800-727-3823 AVEM CO . . ...... . .. . ....... . . 800-638-8440 Term Life and Accidental ....... 800-241-6103 Death Insuran ce (H arvey Watt & Co mpany) Editorial Submitting article/ photo; advertising information 920-426-4825 . .. . .. . . •• .. . FAX 920-426-4828 EAA Aviation Foundation Artifact Donation s . .. . .. . .. . ... 920-426-4877 Financial Su pport . .. . . .. . .. . . . 800-236-1025

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an addi­ tional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $ 16 for

Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft AssDciaton and receive VINTAGE AIRPLANE maga­ zine for an additional $27 per year. EAA Membership, VINTAGE AIRPLANE mag-azine and one year membership in t he EM Vintage Air­ craft Associat ion is available for $37 per year (SPORT AVIATION magazine not included). (Add

$7 for Foreign Postage.)

E.E. ·Buck· Hilbert

ADVISORS David Benne" 11741 Wolf Rd. Gross Valley. CA 95949

Programs and Activities

Gene Morris

S.H. · Wes" Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213 4141771-1545 shschmid@execpc.com

Gene Chase

EAA and Division Membership Services 800-843-3612 •• • •• • •• • •• •• FAX 920-426-676 1 (8 :00 AM -7:00 PM Monday- Friday CST) • New/ renew memberships: EAA, Divisions (Vintage Aircraft Association , lAC. Warbi rd s) , National Association of Fli gh t Instructo rs (NAF!) • Address ch an ges • Merchandise sales • Gi ft m emberships

lAC Current EM members may join the International Aerobat ic Club , Inc. Division and recei ve SPORT AEROBATICS magaz ine for an additional $40 per year. EAA Membership, SPORT AEROBATICS magazine and one year membership in the lAC Division is

available for $50 per year (SPORT AVIATION mag­ az i ne not incl uded) . (Add $ 10 for Fore ign

Postage.)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $35 per year. EM Membership, WARBIRDS magazine and one year membershi p in the Warbirds Division is available for $45 per year (SPORT AVIATION magazine not included ). (Add $ 7 for Foreign

Postage.)

EAA EXPERIMENTER

Current EAA membe r s may rece ive EAA EXPERIMENTER magazine for an addit ional $20 per year. EAA Membership and EAA EXPERIMENTER mag­ az ine is availab le for $3 0 pe r year (SPORT AVIATION magazine not inciuded).(Add $8 for For­

eign Postage.)

FOREIGN MEMBERSHIPS Please subm it your remittance with a check or draft drawn on a United St ates bank payable in Un ited States dollar s . Add required Foreign Postage amount for each membership.

Membership dues to EAA and its divisions are not tax deductible as charitable contributions. Copyright ©2000 by the EM Vintage Aircraft Association

All rights reserved.

VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned exclusively by Ihe EM Vintage Aircraft Association 01 the Experimental Aircraft Association and is published monthly at EM Aviation Center. 3000

Poberezny Rd.. P.O. Box 3086. Oshkosh. Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM Antique/Classic Division. Inc..

P.O. Box 3086. Oshkosh. WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AI RPLANE to foreign and APO addresses via su"ace mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDrrORIAL POLICY: Readers are encouraged to submIT stories and photographs. Policy opinions expressed in artic"", are so~ those at the authors. Responsibility for accuracy in repor1ing rests entirely WITh the contributor. No renumeration ~ made.Materiai should be sent to: EdITor. VINTAGE AIRPLANE. ~O . Box 3086. Oshkosh. W154903-308E. Phone 9201426-4800. The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE lOVE OF FLYING and the logos of EM, EAA INTERNATIONAL CONVENTION. EAA VINTAGE AIRCRAFT ASSOCIATION, INTERNA­ TIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ~ registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION. EAA ULTRALIGHT CONVENTION and EAA AirV.ntur. are trade­ mar1l.s of the above associations and their use by any person other than the above association is strictly prohibited. vintag e airplane

31

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